Madam Speaker, many of the colleagues who have participated in this debate Friday and today have outlined concerns that they have. We will not get any answers for those concerns here in the House, but we have an opportunity to hear from various people, stakeholders and so on, at committee and to make other recommendations as necessary.

David LamettiLiberalParliamentary Secretary to the Minister of International Trade

Madam Speaker, on March 24, 2016, our government introduced Bill C-10, an act to amend the Air Canada Public Participation Act and to provide for certain other measures in the House of Commons. The purpose of the bill, more specifically, is to amend the sections of the act that have to do with Air Canada's operational and overhaul centres. It is important to point out that this bill is being introduced at a time that is quite historic for the Canadian aerospace industry.

In February 2016, Air Canada announced that it planned to purchase up to 75 C Series aircraft from Bombardier, and that it would carry out the maintenance of those planes in Canada for at least 20 years, beginning with the first delivery. Air Canada will also help establish a centre of excellence in Quebec for the C Series aircraft, as well as another centre in western Canada, to be located in Manitoba.

These centres will be able to not only service Air Canada's planes but also to offer those services to other national and international airlines. In other words, we have introduced a bill at a time that is pivotal for Canada's aerospace industry. Not only is Bombardier offering a product that is a game changer for the aerospace industry worldwide, due to its efficiency and environmental performance, but our most important Canadian airline, Air Canada, clearly intends to make massive investments in the renewal of its fleet of aircraft.

Investing in a cutting-edge product that was designed and manufactured mainly in Canada will improve Air Canada's ability to compete globally and to serve Canadians. In this historical context, we propose to modernize the Air Canada Public Participation Act, which we find to be outdated in part.

More specifically, the bill amends paragraph 6(1)(d) in the provisions requiring Air Canada to maintain operational and overhaul centres in the City of Winnipeg, the Montreal Urban Community, and the City of Mississauga.

The law clearly intended for Air Canada to continue maintaining its aircraft in certain regions of Canada. At the same time, the law was designed with one key public policy objective in mind, which was to privatize a crown corporation and allow it to become a competitive and viable private company. The airline industry has changed quite a bit since the law came into force in 1989.

In 2015, Air Canada carried more than 41 million passengers and provided regular, direct service to 63 Canadian airports, 56 American airports, and 86 other airports worldwide, in Asia, Oceania, Europe, Africa, and South America.

Air Canada cannot escape the highly competitive international market. For example, the other national and international airlines are not subject to the same requirements regarding their maintenance facilities. We must also consider Air Canada in the context of the global marketplace, a market that is dominated by large, multinational companies that operate over vast networks and with extremely expensive equipment.

Given the market's cyclical nature, it is also very sensitive to fluctuations. All it takes is an unfortunate incident, such as a pandemic, an accident, or a terrorist act, for the market to flounder and for an airline's revenue and profit to be significantly affected.

Air transportation provides vital connectivity both within our vast country and with the outside world. It is also a significant source of jobs. For example, Air Canada alone employs nearly 25,000 people.

In light of this economic context, we believe that the Air Canada Public Participation Act may be imposing limits on the company's ability to be competitive and profitable.

We therefore believe that the current law inconsistent with an approach to air transportation based on competitive and market forces as the best way to provide passengers with reasonably priced services. Like any company, Air Canada needs more flexibility in order to operate in a competitive environment and remain viable in the long term. Accordingly, the federal policy on Canada's air transportation industry focuses on competitive and market forces.

We also apply the user-pay principle for infrastructure and services, which is not the case in all of the countries that compete with us. As such, we cannot rest on our laurels because the aviation world is changing rapidly. Naturally, we were all concerned by the closure of Aveos Fleet Performance, which resulted in layoffs across the country.

Although portions of Aveos were purchased during bankruptcy proceedings and continued to operate, some employees did not end up finding work in their field. Of course we were concerned by this closure and by the fact that Air Canada stopped having certain kinds of maintenance done in Canada.

Air Canada's recent announcement about the C Series and its collaboration in developing centres of excellence gave us hope that highly skilled workers would find work in this high-tech sector. Air Canada's plan to purchase C Series aircraft would bring together two sectors that are vital to Canada's economic development: air transport and the aerospace industry. It would enable Air Canada to operate cutting-edge planes, thereby reducing its costs, its fuel consumption, and its greenhouse gas emissions, while minimizing noise.

As we know, the planes will be designed, built, and maintained in Canada. The creation of centres of excellence for the maintenance of C Series planes in Quebec and Manitoba will certainly have a positive impact on the industry and will probably attract other air carriers to use the services available. The Government of Quebec estimated that the centres of excellence could create 1,000 jobs over 15 years. In addition, manufacturing the C Series planes would enable Air Canada to create another 300 jobs. Moreover, the creation of a centre of excellence for western Canada would create an additional 150 jobs in Manitoba.

In closing, changing the language used to describe the activities and where they may be performed will allow us to modernize the legislation and make it more relevant.

Madam Speaker, I detect a contradiction between the Liberal members' two arguments.

On the one hand, they say these changes will create more jobs for Canadians because we will have centres of excellence in Winnipeg and Montreal, but they are forgetting that there are no guarantees these jobs will exist from one year to the next.

On the other hand, they say that the industry has changed a lot since 1989 and that Air Canada needs to be flexible and competitive. They are talking about opportunities available to other companies and having work done in other countries. That is the competitive advantage we are talking about here. We do not need to change the law to have the centre of excellence jobs. For Air Canada to enjoy the benefits of flexibility, jobs have to be exported out of Canada.

Will the government at least admit that this bill will result in quite a few jobs leaving Canada?

I am going to answer the second part first. Now is an appropriate time to amend the law because the situation has changed in the past 30 years, and this law was designed to privatize a crown corporation. Now, we are trying to help Air Canada be more competitive on the market. The present situation is very important to this bill.

As for the member's first question, we are investing in an industry. There are risks because there is a market. We cannot guarantee jobs, but we sincerely believe that the changes will create jobs.

Madam Speaker, given that Air Canada provided a comprehensive submission to the Canada Transportation Act review and this measure was not a part of that, and given also that the minister has had this report in his hands since last December, I am wondering if the parliamentary secretary could explain why the minister would undertake to amend this legislation and not take the opportunity to address all of the measures that Air Canada did put into its submission.

Madam Speaker, we are proposing modifications that we feel would give Air Canada the tools it needs to compete in an international market. We did not accept every suggestion. We picked the ones we thought were the best.

Madam Speaker, I will be sharing my time with the member for Huron—Bruce.

I am really impressed that the Liberals have been able to bring the debate about Bombardier and government intervention to the House in a bill that does not mention Bombardier at all.

My colleague, the opposition critic for transport, outlined what the bill is all about. In her speech last week, she outlined the curious timing of various announcements around Air Canada's order for the Bombardier C Series aircraft. The same day Air Canada made its announcement to purchase these airplanes, the Minister of Transport announced that he would lessen Air Canada's obligation under the Air Canada Public Participation Act. Then the minister put the bill we are debating on the Notice Paper, and on March 14, Air Canada made an announcement, and so on and so forth.

Let us just call a spade a spade. What we are talking about here is that the bill is quid pro quo for Air Canada buying the C Series aircraft.

I wish we were just having a simple debate about what the government is going to do, if anything, for Bombardier, because since the dawn of time, this has been an issue that is essentially about robbing Peter to pay Paul, with Peter being western Canada and Paul being Bombardier.

I have a few questions with respect to this bill.

There was a report that was completed in, I believe it was the middle of 2015, around the transportation industry. Air Canada put forward a series of recommendations on different legislation or requirements that could be put in place to make its industry more competitive internationally. It is quite a thick document, over 95 pages long. It put forward, actually I counted 66 recommendations to do just that. What is in this bill is a very small component of that.

My big concern is that I do not understand the impact this would have on western Canada, specifically Winnipeg's aerospace sector. There has been so much effort put into building up Winnipeg's aerospace sector by various different levels of government. It is arguably a success. What would this bill do for that? That is my concern.

This bill would actually remove the requirement for Air Canada to have its maintenance jobs located in the places that it does right now. However, for the purposes of my speech, I am going to talk about Winnipeg.

Manitoba, I believe, dropped its litigation against Air Canada in return for the building of a centre of excellence, as many of my Liberal colleagues have talked about today. However, what would happen, when the bill passes, if Air Canada decided to, let us say in five years, close down the centre of excellence, or what if it did not exactly comply with how many jobs it is touting? Frankly, we have not even heard what type of jobs are going to be created through this centre of excellence.

For me, this is a terrible example of government intervention run amok, because by trying to use this quid pro quo bill to bolster Bombardier, it is going to have a huge unintended consequence on the aerospace sector in Winnipeg, and this is in an academic exercise. If we talk to the employees of Aveos, I think that they would probably have something to say about this. There is a really good article that I got from CJOB. As a former Winnipegger, I have to give a shout-out to one of my favourite radio stations. Employees were saying that they do not understand why a centre of excellence is needed for aircraft maintenance, that they already are a centre of excellence for aircraft maintenance.

I really like this quote:

We know that, for people that lost their jobs, they’re not entirely happy because they lost good, well paying jobs. But right now we don’t have any of those jobs. Now we’re getting 150 back, and we think we can grow that starting in 2017 to a higher number of jobs.

The article talks about how many of these jobs moved to El Salvador when Aveos closed:

Quebec was suing the airline after the closure of Aveos Fleet Performance in 2012, which led to 2600 employees in three provinces lose their jobs, including more than 400 Manitobans. Those jobs went to El Salvador.

Why would the Liberals not bring forward the issue of Bombardier to study? They voted down a study at industry committee to have Bombardier executives come and talk about their needs. I have read things like one of Bombardier's vice presidents saying that they do not need a backup plan because what is secured is already more than they require.

As a legislator who is responsible for voting on public policy that impacts the jobs of people', these things would be good to know. My suggestion for the Liberals is this. Rather than simply tabling the bill and ignoring the fact that many jobs are on the line in western Canada, which always gets the short end of the stick when we talk about Bombardier, they should be bringing that forward for us to discuss. This is not the right option at this point in time.

Since we are talking about Bombardier, what I do not understand is that the government is bringing forward legislation essentially to prop up Bombardier, when over 100,000 people are out of work in Alberta right now. The Liberals are going out of their way to ensure that there is quid pro quo for a company that is going to receive orders for an aircraft. They are changing legislation to ensure there cannot be countersuits for Air Canada offshoring some of its jobs, as there has been in the past. They are doing all of this, but have we heard one thing about them making the regulatory environment better for the energy sector? No, we have heard the opposite.

We heard they would change the regulatory environment for the energy sector such that it would become a lot less clearer for investors looking at new projects. What else did they say? They said that they would look at a carbon tax and put more burden on investment in that area. They went out of their way to say even that if a major energy infrastructure project like energy east went through the review process and got a green light, they did not know if cabinet would approve it.

Also relevant to the bill, the Liberals have not talked about retaining skilled labour. In western Canada, one of its key determinants to economic growth is the retention and attraction of skilled labour. It does not matter what industry we talk about. In fact, Economic Development Winnipeg in its brief about the aerospace sector talks about the skilled labour workforce, a very specialized workforce. What happens if these jobs disappear? How does that impact other companies in the area?

It is the same thing with the energy sector. The Liberals have not talked at all about how they will ensure that people in Alberta stay in Alberta. If there is an opportunity to see new projects in the future, investors will see that all the people with expertise with this awesome, world-class infrastructure of talent have moved away and maybe think they should not build there.

The bill is so short-sighted. It shows the Liberal approach to dealing with economic issues. First, look at a squeaky wheel company in Montreal. I am not saying it is not important to the Canadian economy, but we should have a debate if we are to talk about legislative measures on how we support it. Let us talk about Bombardier. The second component is where is the discussion on western Canadian jobs both in the aerospace sector and energy sector? We are not seeing that.

It is incumbent upon the Liberals to look at what they are doing here. The bill should be called the “quid quo pro bill”. We should be voting on it as such. There is no guarantee that these jobs will stay in Winnipeg and we have no information on what this would do for the aerospace sector as a whole. They should also talk about why they have not raised this for the over 100,000 people who are out of work in my province. This is crazy and I really hope the Liberals reconsider their priorities in future legislation.

Madam Speaker, I thank the hon. member for joining me in noticing the way the western Canadian aerospace industry has been left out of the discussion. We should be taking a more comprehensive approach and trying to develop an aerospace strategy for the country that involves all of its regions, rather than engaging in these kinds of one-off deals.

Part of the narrative that we are hearing from the government side has to do with this happy coincidence of Air Canada just happening to make an order for Bombardier jets and provincial governments just happening to drop their lawsuits. Is the time not propice, which I think was the French word used earlier by the parliamentary secretary, to bring these changes forward?

I do not know if it is sunny ways sort of occluding the government's view of how negotiations actually happen or if there is something more cynical at work. However, could the member comment on how a changing government and a government that is willing to gut the Air Canada Public Participation Act changes the bargaining position of provincial governments that, heretofore, had a case to make in court and no longer do? Of course, they are willing to sign up for a centre of excellence, because it is the best they can get in a context where the federal government is selling them out.

Madam Speaker, I have two points in answer to my colleague's question.

First, yes, this bill would allow Air Canada to set up a centre of excellence, but it would remove the legal recourse for provinces to take Air Canada to court should it offshore its maintenance jobs. That is a problem.

He also raised a very interesting point in terms of looking at a strategy for the competitiveness of our aerospace sector in general, things like how we can ensure that small and medium-sized enterprises are certified and ready to get into the supply chain of OEMs, or how we can retain and attract the best and brightest labour from around the world to ensure that have innovation, that we have receptor capacity such that technology developed in Canada is manufactured in Canada, and companies are started in Canada.

There are so many things the government could be doing, but instead it has chosen the quid pro quo bill.

Taking that into consideration, would she be willing to comment on the very narrow focus of this legislation? We know the minister has in his hand the Emerson report, in which Air Canada made a number of recommendations on what could be done to ensure it was more competitive. Would she be willing to comment on that?

Madam Speaker, I would gladly comment on that. In fact, I have the recommendations in my hand. There are over 66 of them. Many of them have to do with taxation structure, building global hubs, and developing strong airport infrastructure. I think there are over two dozen on that. I think there are also two dozen on an efficient regulatory system. There are quite a few.

There are so many recommendations that the government could look at that would benefit other industries as well and bolster things like the Winnipeg aerospace sector. Instead, again it puts forward, as the short title, the quid pro quo bill.

Madam Speaker, it is a pleasure to rise today in the House to speak to the bill.

I like Air Canada. I fly it whenever I can. I generally support what it has done. Therefore, I am not just any Air Canada person up here speaking.

How did we get to this point? Many roads and paths have brought us to this point. However, one of the biggest impacts to Air Canada in recent times, certainly in the last decade, and we do not need to go too much further than back to 2008-09, was when we saw sky-high fuel prices in the midst of an economic downturn. That caused many problems for Air Canada, and many other corporations as well in North America. Pension solvency was a huge issue, as were massive debt load, and many other issues.

If we take a look back almost 10 years now, that really put Air Canada in a make-or-break situation. I give it full credit for what it has done in the last decade. It has turned a company that is over 70 years old around and has a 40% top-line revenue growth. Therefore, it is obviously doing many things correctly, and I congratulate it on that.

There is one thing that would be tremendously helpful. We have heard this today and have heard it in the past. When I was at the technical briefing some weeks ago, I was not quite sure if this bill passed all of the litmus or smell tests that we would like to see in a bill. It would be great if the minister would turn over the correspondence he has had with Air Canada, Bombardier, and the Government of Quebec, so we can understand the timelines we are now looking at. I do not know if it is coincidence, but certainly many things have happened in a very short period of time that have caused the raising of a Spockian eyebrow.

I give full credit to Air Canada for turning around its finances. Its 2015 annual finances were reported a little while ago. It showed record profits of $1.22 billion in net income for 2015. In 2014, its previous record, it showed $531 million of net income. Therefore, many things have fallen into place for that to occur.

Another accounting and reporting term Air Canada uses is EBITDAR. I always refer to it as EBITDA, which is earnings before interest, taxes, depreciation, and amortization. I guess the aviation industry adds an “R” to its reporting for restructuring. That was also a record $2.5 billion.

Another great number that is working in Air Canada's favour is the cost per available seat mile, which was another record.

In addition to that is the average projected fuel cost, which plays a huge part in the success or failure of an airline's finances. I believe Air Canada is projecting about 52¢ a litre, if memory serves me correctly, compared to last year which was over 60¢ a litre. If we compare that to 2008-09, the numbers are really good.

Therefore, a lot of things are trending in the right direction for Air Canada and its finances. In fact, everything is going so well that it has also announced it will repurchase up to 10 million shares, with the option of repurchasing an additional 5 million shares. Those shares are close to $9 per share. Therefore, there is some available capital to Air Canada at this point in time.

I want to read directly from Air Canada's media room site with respect to its expense side and what it experienced in 2015. This highlights one of the points that I think many members are scratching their head over with respect to the argument of where, when and how we should perform maintenance.

It states, “Aircraft maintenance expense to increase $250 million from the full year 2015...”. If we read that on its own, we would think that it is making a point here. However, if we read further, it states, “...of which approximately $100 million is estimated to be due to the weaker Canadian dollar when compared to the U.S. dollar.” That means it is performing maintenance contracts around the world and when it brings all of those financials back home, there will be a $100 million negative impact on that, which would also raise an eyebrow.

In addition, the remaining increase is mainly due to higher end-of-lease maintenance provisions, which is due to fewer lease extensions in 2016 versus 2015, the impact of a higher number of operating leases, an increase to maintenance expenses to the Boeing 787 aircraft, and the fly-by-hour arrangements that they have.

My point is that in doing business in Canada, if the maintenance of Canadian labour were such a burden, we would have certainly seen this in the 2014 annual report and in the 2015 annual report, where the CEO or the CFO would have made explicit mention of these high costs. In addition to that, CEOs travel the country, go to conferences, and make presentations to investors and industry. I am not criticizing the CEO, because he has done a fine job of the economic and operational performance of the company, but I would think that the long-term concern for high labour costs would have to come up in a presentation or an official document that the company sends out in annual or quarterly reports. We do not see that, and I am not the first to mention this point. Today the narrative is certainly not being made for these high costs.

I go back to my time when I worked in the automotive parts sector. In 2000 we started seeing these problems on a competitive front, and 15 years later we are still seeing them. In annual reports we would see the CEO and the CFO always commenting about the lower labour rates in developing countries.

Also, today I have heard other members, mainly government members, saying that this would unshackle Air Canada, that it would now be able to become competitive around the world on maintenance, etc., which is fine. However, what I would say goes back to the review of the Canada Transportation Act. It is that we cannot do just one thing on competitiveness. This is just picking a low-hanging fruit while neglecting all the other issues that would allow the aviation industry here in Canada, and the airline industry more specifically, to be extremely successful.

One key component that is a long-standing issue is traffic rights—landing slots or spots—and the issues around the protectionist nature that we have in this country.

As an example, Air Canada flies to Dubai every day. It flies from Dubai back to Canada every day. We would think that reciprocity would be extended to the Emirates airline so that it would be able to fly every day into Pearson and every day from Pearson back to Dubai. My research indicates to me that it is only three days a week.

It is the same with the major airline out of Qatar. It has three flights a week from Qatar to Montreal and vice versa. Why not include landing slots? Why not make it available? Air Canada has increased the number of flights to Dubai. Why not reciprocate? This is all about competition. It is all about thinking about the consumers, the travellers, and letting them have choice. That is just one example.

The review act actually mentions that there should be seven days a week for flights to those countries, so I lay that out for consideration.

I have talked about timing. Others have talked about Aveos. I would be interested as well to hear if the union, which just ratified an agreement on behalf of 7,500 members, was aware of this legislation coming forward. I am sure they would have some interesting comments for the public on that point.

As for getting it cheaper elsewhere, I do not believe that. I know that the company I used to work for, Wescast, dealt with China, South Korea, and Mexico. We dealt with all these, but where do they go now to get world-class R and D work? Right in Ontario, because we have the know-how.

Madam Speaker, I want to take the time to reiterate that the government wants to ensure that the changes to the act would continue to require Air Canada to carry out aircraft maintenance in certain Canadian regions, and this proposed legislation maintains that commitment.

The act currently refers to the City of Winnipeg, the City of Mississauga, and the Montreal Urban Community. I take note that the Montreal Urban Community, which no longer exists as a jurisdiction, did not include all of greater Montreal. For example, it did not include Mirabel. Also, Air Canada's activities extend throughout the greater Toronto area, not just Mississauga. There have been a number of changes, and these changes to the act would enforce the requirement that jobs stay within Canada.

Madam Speaker, I would call that, at the very best, a technical amendment of very little subsequent consequence, so what is the urgency? If that is one of the only things that we need to change with this bill, why waste all this debate on one little line in the legislation? Why not tell Air Canada that we will do this, but we also want to have a much larger bill that has many more benefits that would dovetail in with what the review said.

Why do this little bit and then tell us that next year we are going to do another one? We know there are four years to a mandate, and there is really only one chance to do a piece of legislation like this. That is not going to work. This is going to be post-2019.

We should have waited. We should have done a lot more to help make aviation in this country competitive.

Madam Speaker, part of the issue around Bill C-10 is really about the nature of a deal and the worth of a deal.

In 1989, when Air Canada was privatized, there was a deal made with Canadians that we would continue to enjoy the benefits of having a major aerospace company that was Canadian, which meant doing the work in Canada. We have heard a lot from the government about how deals cannot be broken, how the deal is sacrosanct, and asking what the word of the Government of Canada would be worth if we went back on a deal. Well, what kind of responsible conviction is it that allows the government to break a deal with Canadian workers while not being willing to say no to a country with a terrible human rights record and selling that country arms? What kind of responsible conviction is that?

Madam Speaker, all I will say is we will get no better results than we will get from the people who are currently doing the job today. The people who are doing those jobs are the centre of excellence. It is fine if the company wants to move 20 miles, but if it thinks it is going to move to a place in my riding, for example, where are all the workers going to come from? The skill is in those communities. Let them do the work and let them do it well.

Madam Speaker, this summer the town of Conception Bay South will host the 2016 Newfoundland and Labrador Summer Games from August 13 to 21. The best young athletes will come from all over the province, including the French islands of Saint-Pierre and Miquelon, to compete and demonstrate the skills of elite-level sport.

The theme for the 2016 games is “Compete, Believe, Succeed”.

I am confident the athletes, coaches, and supporters will represent their teams to the best of their ability while taking time to enjoy the comforts and hospitality of Conception Bay South.

I would like to thank the games chair, Mr. Eric Schibler, and his entire volunteer committee for their commitment. A tremendous amount of hard work from skilled volunteers has made these games possible.

I invite all of my colleagues in the House to consider visiting the wonderful province of Newfoundland and Labrador for the 2016 summer games in Conception Bay South this August.

Mr. Speaker, this weekend marked the 270th anniversary of the Battle of Culloden, and this May will mark the 35th anniversary of the celebration in my riding.

In the aftermath of this historic and deadly battle, a handful of surviving Scots emigrated from Britain to northern Nova Scotia. Their journey is part of the reason we have such a pronounced Scottish heritage in my province today.

The celebration is a special one that takes place at the Knoydart Cairn along the beautiful Northumberland Strait, where some of the battle survivors are buried today.

My grandfather, Earl Fraser, takes the history of this event so seriously that he once kicked a hitchhiker out of his car when he found out his last name was Munro. In fact, years ago my grandfather gave me a copy of the battlefield plan for Culloden, which I now proudly display in my office on the Hill.

To celebrate our Scottish heritage, I invite everyone to attend this year's Antigonish Highland Games, which is celebrating its 153rd year. This year's event will take place from July 8 to July 10 and features piping, dancing, heavy events, ceildhs, and clan gatherings.

Mr. Speaker, on Holocaust Remembrance Day we reaffirm our pledge never to forget.

Today I rise to ask the government to honour its commitment to Holocaust-era property restitution and compensation. When Nazis occupied central and eastern Europe, residents were subject to widespread property confiscation, much of which was never returned to its rightful owners. To this day, these victims remain uncompensated. Appropriate compensation would afford survivors of the Holocaust who have already endured the unfathomable some security and relief in their later years.

Over 40,000 Holocaust survivors have settled in Canada. We are home to the third-largest concentration of survivors in the world. Canada must uphold the Ottawa Protocol on Combating Anti-Semitism and the Terezin Declaration.

The past cannot be changed, but that does not absolve us of our responsibilities to survivors today. It would be fitting for our government to renew its commitment to Holocaust-era property restitution as but the smallest measure of justice for survivors' unthinkable losses.

Mr. Speaker, April marks National Poetry Month, providing us with an opportunity to recognize the centrality of poetry to Canadian identity and culture. In that spirit, I am honoured to welcome to the House today a much celebrated Canadian, Ms. Suzanne Buffam.

Ms. Buffam is an award-winning Canadian national treasure, having been awarded the Gerald Lampert Memorial Award and the CBC Literary Award for Poetry, as well as having been shortlisted for the prestigious Griffin Poetry Prize.

In quintessentially Canadian fashion, Ms. Buffam's first foray into poetry was inspired by a family canoe trip to the Yukon while she was in primary school. She has certainly come a long way.

Over the weekend The Globe and Mail described her latest collection of poetry, A Pillow Book, as “...one of the most finely controlled, subtly structured books of Canadian poetry in recent memory....”

This evening Ms. Buffam's contributions to the poetic canon will be celebrated at Christ Church Cathedral in Ottawa—